New York
Can a Second-Home Tax Work in New York? The Numbers Don’t Add Up Yet.
A push to tax multimillion-dollar second homes in New York City has been billed by Gov. Kathy Hochul and Mayor Zohran Mamdani as a civic mandate for the ultrawealthy to contribute more to society.
But as leaders in the State Capitol seek to incorporate the tax proposal into the state budget, the lofty rhetoric has been undermined by confusing information flowing from Ms. Hochul’s office about how such a tax would work.
The problems start with the numbers and the math.
To raise $500 million for the city, Ms. Hochul initially said the so-called pied-à-terre tax would apply to 13,000 homes, a number that her staff pulled from a 2023 report by the city comptroller. Now, aides to Ms. Hochul are saying that the 13,000 figure was an early estimate requiring more analysis and was subject to change.
The governor’s team had first said the tax would be based on second homes with an assessed value of $5 million or more. But there is very little correlation between a property’s assessed value — a specific and complex measure calculated as part of the property valuation process — and actual market value.
The city does not use sales comparisons or recent listings to value condos and co-ops. Under a state law passed in the 1980s, the city is required to compare the units to rentals of similar size and age, assessed on the potential income that rental might bring in. There are not great rental comparisons for the highest-end condos and co-ops, dragging down their assessments; in some cases, these condo buildings are even compared to rental buildings with rent-regulated units.
An analysis of city records conducted by Marketproof, a real estate data analysis firm, found just three residential properties in New York City with assessed values of $5 million or more.
One of the three was the notoriously expensive penthouse bought in 2019 by the billionaire financier Kenneth Griffin for $238 million.Its assessed value, according to city records, is just under $7 million. Another condo, on the 57th floor of another Midtown luxury building, sold in December for more than $21 million, but it has an assessed value of around $1.3 million.
Jennifer Goodman, a spokeswoman for the governor, declined to offer specifics about the pied-à-terre tax proposal, saying this week that they were still being negotiated. The governor’s office said that they had wrongly described at first how the tax might work, and it is not going to be based solely on the assessed value of properties.
Instead, Ms. Goodman said, apartments subject to the tax would be determined by “a model that captures properties worth over $5 million through the use of various mechanisms such as comparable sales data where applicable.”
That raises another set of problems, as there is no official and consistent measure of how much properties in New York City may actually be worth on the market.
Building that kind of information is possible, but has not typically been done before by the city, said Kael Goodman, the president and chief executive of Marketproof.
“To get from doable on a technical basis, to doable on a practical basis — those two things are not the same,” Mr. Goodman said.
To demonstrate how such a tax could work, Marketproof created its own model analyzing more than 1.14 million tax parcels. Since there’s currently no official way to tell if a particular unit is a pied-à-terre, the company used a proxy: the subset of properties where the property tax bill was sent to a different address, indicating the owner didn’t live in the unit.
Then it looked at transactions recorded in city property records to find the units with market values over $5 million.
Marketproof estimates about 6,380 properties would be affected.
That analysis shows that certain well-known features of the city skyline, many clustered around Central Park — Central Park Tower, 432 Park Avenue, One57, 220 Central Park South, 15 Central Park West — would be potentially subject to the tax surcharge, representing huge sources of revenue for the city. The 280 units in just those five buildings might owe more than $100 million in taxes annually.
Still, it may be challenging to make this all work. Unlike many suburban cities and neighborhoods, where it is relatively easy to find the market value of single-family homes based on comparable sales on any given street, it’s difficult to compare values across condos and co-ops.
“That would be crossing a gap not previously crossed,” Mr. Goodman said. “That would be opening up a conversation among property owners that previous government officials have been unable to have a successful conversation about. They’ve just been unsuccessful in doing it because it’s way too complicated.”
It’s not clear whether the state or the city would have the capacity to come up with these valuations every year, and how public officials would deal with the expected legal challenges to any valuations.
A report about the tax released on Thursday by the New York City comptroller, Mark Levine, found that the city Finance Department would most likely have to audit property owners’ claims about who lives or doesn’t live in any apartment. The report noted that “lapses” in the auditing capacity and accuracy “would reduce revenues and multiply taxpayers’ appeals and lawsuits.”
The report also said that it might be difficult to categorize condos and co-ops that were owned by out-of-towners but were being rented out to city residents, or units that were owned by limited liability companies or trusts, among other potential pitfalls.
“Each of these decisions can shift collections by tens of millions of dollars,” the report said.
So far, those details remain murky, even with senior city administration officials meet daily with state leaders, according to City Hall.
A senior aide to the governor said that state officials were not overly concerned about the complexities of determining market values. Negotiations were continuing over how much of the specific methodology would be written into the legislation, or decided later by the city.
A bigger concern, the aide said, was how officials would determine whether any given property was being used as a second home.
The negotiations come as Mr. Mamdani and other elected officials clamor for Ms. Hochul to increase taxes to fund an expanded safety net and help the city close a multibillion-dollar deficit. A coalition of powerful unions, including several that endorsed the governor’s re-election campaign, has also signed on, sending a letter last week to her and legislative leaders pleading for tax hikes on the wealthy.
On Tuesday, Mr. Mamdani and his sometimes political adversary, Council Speaker Julie Menin, said they would delay announcing an update to the city budget so they could jointly push for the state to reduce a tax credit that primarily benefits wealthy business owners, which they said could end up raising a billion dollars in revenue for the city.
Both this plan and the second-home tax proposal would need to be included in the state budget, which is still be negotiated and is now a month overdue. Ms. Hochul remains committed to the tax on second homes, but appeared unlikely to support other new taxes.
“Hochul is running out of excuses to not tax the rich in her final budget,” said Grace Mausser, a co-chair of the New York chapter of the Democratic Socialists of America.
The D.S.A. is a close ally of Mr. Mamdani, who is a member, and both have aggressively called on the city’s wealthiest businesses and residents to shoulder a heavier burden. They have even named specific billionaires like Mr. Griffin, who they say are a drain on the city and its finances.
Mr. Griffin, who has spent close to $95 million on real estate purchases in the city since the beginning of 2025, pushed back on these assertions, saying his companies and activity creates tens of thousands of jobs for the city.
“You can win political points by making an example of Ken Griffin, and they seem to have done that. Kudos to them for winning some political points,” Mr. Goodman said. “But achieving the tax goals is a different thing.”
New York
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New York
This Parking Spot Is Free. Should It Be?
What if the city …
Added More Metered Spots in Busy Neighborhoods
Less than 3 percent of parking spaces on New York City streets have paid meters. That’s only about 80,000 spots.
Most of the meters that do exist are along busy corridors, with higher hourly rates in the core of Manhattan.
Where are NYC’s parking meters?
The placement of meters often feels arbitrary. Much of the East Village, a busy Manhattan neighborhood, has no meters. Nostrand Avenue, a major artery in Brooklyn, has meters over most of a five-mile stretch, but they end abruptly north of Fulton Street.
A busy commercial corridor in Bedford-Stuyvesant lacks meters
Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.
Seeking alternatives to avoid paying for meters overnight, car owners may choose to move to garages — which can cost $500 per month or more, depending on the neighborhood — park farther afield, or sell their cars. They could also turn to car-share programs, which set aside parking for shared vehicles.
When the city tries to add meters, there is often fierce opposition from neighbors, including on the Upper West Side of Manhattan last year, where residents revolted, the local City Council member complained people had been “blindsided” and the city backed down.
Critics argue that those pushing for reforms “hate people who own cars,” in the words of Vickie Paladino, a City Council member who represents a district in Queens that is home to many car owners.
How realistic is this? The city can add additional meters on its own without needing permission from state lawmakers in Albany. Dean Fuleihan, Mr. Mamdani’s first deputy mayor, gave supporters hope when he said in March that he was open to the idea.
How much could it raise? Parking meters currently generate $278 million in revenue per year. Adding meters to one-fourth of the city’s existing free parking spaces, for example, could produce at least $1.2 billion annually, according to the Center for an Urban Future.
What if the city …
Introduced Residential Parking Permits
Most parking on residential streets is open to all drivers, not just those who live nearby. But many other major U.S. cities, including Los Angeles and Chicago, have permits to reserve street parking for neighborhood residents.
Residential parking permits in New York could cost anywhere from $100 per year to far more than that, experts say, with higher rates potentially prodding some residents to give up their cars. Some spots could be set aside for visitors.
But permits would not necessarily solve the problem of the demand for parking outpacing the supply. And some transit groups oppose the idea, arguing that there are better ways to use the street space and that parking should not be guaranteed.
Rachel Weinberger, a vice president at the Regional Plan Association, an urban planning think tank, said that permits alone would not make parking easier. She also argued they would have to be prohibitively expensive in order to deter ownership.
“A permit would only be a hunting license, meaning that you’re allowed to look for a space,” she said. “It should mean you’re guaranteed a space.”
How much do cities charge for residential parking permits?
Boston
No fee
Chicago
$30
Los Angeles
$34
Washington, D.C.
$55*
Philadelphia
$75
Berkeley, Calif.
$85
San Francisco
$215
Experts say that permits could also be paired with an incentive for drivers: fewer alternate side-parking days for street sweeping. Most drivers are required to move their cars once or twice a week so the streets can be cleaned, and some choose instead to leave them in place and eat the costs of the $65 tickets they receive. Moving to monthly street sweeping could make the prospect of buying a permit more appealing.
How realistic is this? Residential permits would need to be approved by state lawmakers. Momentum for the idea grew after congestion pricing began in Manhattan, over concerns that drivers from outside the city would park outside the zone and take the subway in. It has support from Mark Levine, the city comptroller, and Carmen De La Rosa, a City Council member in northern Manhattan.
How much could it raise? If a permit cost $100 per year and was required in two-thirds of the city, that could raise roughly $200 million per year, minus administrative costs, according to Terrance J. Regan, an adjunct professor at Boston University who focuses on transportation policy. The city’s Independent Budget Office recommended starting with a smaller pilot program that would raise $6 million annually by the third year.
What if the city …
Ended Free Parking and Implemented Dynamic Pricing
Some urban planners want to phase out free parking altogether.
Transportation Alternatives, a street safety group, has pushed for eliminating free parking and argued that the city would benefit if fewer car trips were made.
“If you look around the world, there are many other transit-oriented cities that are safer, more efficient and healthier,” said Ben Furnas, the group’s executive director.
The city could reclaim many miles of streets, which proponents argue could be better used for public spaces, bus lanes, bike lanes, outdoor dining setups and trash containers.
Paid parking spaces could use dynamic pricing, a system where the cost of a spot varies by demand. Right now, parking rates are as low as $1.50 for the first hour.
Critics of such pricing models have argued that higher street-parking costs could hurt lower-income drivers or local businesses that rely on drivers. In 2019, Hoboken, N.J., announced a version of dynamic pricing on high-demand blocks, but the mayor and City Council repealed the plan after some resident opposition.
But the idea has worked elsewhere. In 2018, after a successful pilot, the San Francisco Municipal Transportation Agency implemented demand-based pricing for the 10 percent of the city’s parking spots that are paid spaces, roughly 27,000 in all.
An evaluation of the pilot found that drivers spent 43 percent less time searching for a parking space, which in turn helped reduce car-based pollution. And once parking became easier, sales revenue increased for nearby businesses.
The rates in San Francisco can vary by block, time of day, or day of the week. Meters on the busiest blocks cost $11.75 an hour. The agency regularly reviews parking meter data and occupancy rates and decides whether to raise or lower rates.
Charles Komanoff, an economist and traffic modeler who helped create New York’s congestion pricing program, said dynamic pricing for parking could do even more than the tolls did to improve the flow of traffic here.
“I can’t imagine anything better,” he said.
How realistic is this? The Transportation Department could implement dynamic pricing, but a legislative push would most likely hasten change. Nantasha M. Williams, a City Council member representing Southeast Queens, has proposed a bill that would require a dynamic pricing pilot program in each borough. Eliminating all free parking would be a far more dramatic proposal, though supporters say it could be done in phases over several years.
How much could it raise? Parking reformists said the city could potentially raise billions of dollars a year under a dynamic parking system — money that could be reinvested into the neighborhoods where the fees are collected.
What if the city …
Cracked Down on Rule-Breakers
None of these plans work unless drivers obey the rules.
The city last year issued more than 11.6 million violations for parking and related offenses, according to a report by the Department of Finance, including for failing to move for street sweepers (1.8 million), not displaying a parking receipt (1.2 million), blocking a fire hydrant (674,000) and obstructing a bus stop (565,000).
In 1996, Mayor Rudolph W. Giuliani moved the city’s traffic enforcement agents, the unarmed civilians who write tickets for parking and other traffic violations, from the Transportation Department to the Police Department.
Some parking reformers say the shift weakened enforcement efforts, in part because the police have not focused on some of the most flagrant traffic violations.
They say that either the police should start issuing more tickets and collecting more fines, or they should allow the Transportation Department to once again take charge.
Some point to what they view as the city’s lackluster response to placard abuse, the practice of using either official permits issued by city agencies, or fraudulent ones, to park in unauthorized spots.
More than 91,000 complaints have been filed with the city since 2020 about possible placard abuse, but the police took action to fix the problem in just 21 percent of cases, according to a Times review of public data. Only about 12 percent of the complaints led to a driver being issued a summons.
“If you’re just unclogging these streets to have them filled with cars with fake placards, you’re not helping anything,” said Nicole Gelinas, a senior fellow at the Manhattan Institute, a conservative think tank.
There has also been a surge in fake, often out-of-state license plates that have made traffic violations harder to track. A perceived lack of consequences worsens the problem, said Jon Orcutt, a former policy director at the city’s Transportation Department.
“The culture has gotten terribly bad,” Mr. Orcutt said about enforcement efforts.
A spokesperson for the Police Department said in a statement that there was “deep collaboration” with the Transportation Department on traffic enforcement, and pointed to some recent initiatives, including issuing 247,000 summonses last year for “ghost vehicles” with fake plates.
Samuel I. Schwartz, the chair of the transportation research program at Hunter College, was New York City’s traffic commissioner under Mayor Edward I. Koch, at a time when the Transportation Department still controlled enforcement.
He said he thought it would be possible to change the behavior of repeat offenders if that agency led the effort and had the support of the police.
“I would go out in the field with an army of tow trucks,” Mr. Schwartz said.
How realistic is this? Mr. Mamdani could restore traffic enforcement powers to the Transportation Department, or instruct the Police Department to step up enforcement.
How much could it raise? The city issued $1.1 billion worth of parking tickets and camera violations in fiscal year 2025, according to the Finance Department, but just $946 million, or 84 percent, was ultimately collected. By ramping up fine collection, the city could raise more revenue.
As Mr. Mamdani weighs how to improve city streets and whether parking regulations should change, almost everyone agrees that the status quo is unacceptable.
Ms. Gelinas said that any of the leading ideas could be an improvement.
“The dumbest thing is just to keep things the way they are,” she said.
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